Brake mechanism



A. H. PEYCKE. BRAKE MECHANISM. APPLICATION FILED IIIIAvza. I9I9.

2 SHEETSSHEET l.

Patented J an. 27, 1920.

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@M IIII A. H. PEYCKE. BRAKE MECHANISM. APPLICATION FILED MAY 23, 191s.

Patented Jan. 27,1920.

2 SHEETS-SHEET 2.

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rigging, particularly adapted to overcome UNITED STATES PATENT OFFICE.

ARMAND H. PEYCKE, OF CHICAGO, ILLINOIS, ASSIGNOR T0 AMERICAN STEELFOUNDRIES, 0F CHICAGO, ILLINOIS, A CORPORATION OF NEW JERSEY.

BRAKE MECHANISM.

Specification of Letters Patent.

Patented Jan. 27, 1920.

To all whom it mayv concern:

Be it known that I, ARMAND H. PEYOKE, a citizen of the. United States,residing at Chicago, in the county of Cook and State of Illinois, haveinvented certain new and useful Improvements in Brake Mechanism, ofwhich the following is a specification.

This invention relates to brake mechanism.

The question of clearances in car underrigging constructions is onewhich of necessity must be given careful consideration. This fact isparticularly true of. moving parts, such as brake levers and theiroperative connections, with respect to each other and to other parts.

It is the object of this invention to prostrong and eflicient brakeclearance roblems and which, at the same time, is relativelyinexpensive.

The abovev 'and other objects are accomplished by means of thearrangement disclosed on the accompanying sheets of drawings, in which-Fi re 1 is a fragmentary plan view of a railway car truck embodying myinvention- 2 is a fragmentary side elevation of the same; and

Fig. 3 is a fragmentary end elevation of the same construction.

features of my invention will be apparent from the following descriptionand drawings and will be particularly pointed out in the appendedclaims.

Referring to the figures of the drawings, it will be noted that I haveshown a railway car truck including side frames 10, only one of which isshown, connected by a bolster 11 and having side bearings 12. A clasptype of brake rigging is shown, in which the brake beams 13 are arrangedon opposite sides of each pair of wheels, provided with trunnions 14 forcarrying brake heads (not shown) for operating with The variousk novelbraking surfaces of truck wheels 15. Brackets 16 connected to the truckJr'rarue and extending longitudinally of the truck, along the middlethereof, support springs 17, which operatively engage the brake beamsfor releasing the brakes.

The brake beams 13 in this case are of the equalizing bar,

and

the single bar type as distinguished from the truss type o'i' brakebeam, and are provided with ulcrums 18 arranged in sets at each side ofthe truck. These fulcrums have spaced jaws 19, which are at an angle,preferably of forty or forty-five degrees, with respect to the vertical,for pivotally receiving the lower ends of brake levers 20. 'l` he brakelever at the dead end of the truck is pivoted at its upper end to anysuitable part 21 of the truck. The intermediate brake levers 20 areconnected by the brake rod 22 supported by a bracket 23 carried by thetruck side frame 10 and having a roller 24 upon which the rod 22 ismovable.

The first three truck levers l20 on each side of the truck, countingJfrom the dead lever end, are inclined forty or forty-five degrees,corresponding to the inclination of the fulcrum jaws 19, the first twotruck levers 2O being connected intermediate their ends'by a tension rod25. The truck lever 26 at the live end of the truck is arrangedvertically and is connected to the adjacent inclined truck lever 20 by atension rod 27. This live lever 26 at its lower end is connected with aulcrum 28 connected in turn to one of the end brake beams 13. The upperend of the vertical truck lever in each case is operatively connectedthrough a tension rod 29 to an equalizing lever 30.

It will be noted that by arranging the live lever 26 vertically asdistinguished from the inclined levers 20, the equalizing lever 3() ismade considerably shorter and, accordingly, considerably lighter; yatthe same time, for a given amount of material in the latter will bestronger. The remaining brake levers 20 in this construction would bearranged vertically if possible, and at the same time provide asatisfactory structure; but in order to avoid interference with thebolster side bearings, said remaining truck llevers 20 must be inclinedas shown.

If the brake levers 20 were to be arranged vertically and connected tothe fulcrums 18 in the position shown, it would be necessary to havelarge overhanging supports from the side frame. This, however, would beprohibitive. Clearances would not permit such an arrangement and,furthermore, considerable weight and expense would be added as a resultof such large overhanging supports. Accordingly, to solve the problemshere involved, all of the brake levers, With the exception of the brakelevers at the live end of the truck, are inclined as described, tlielive lever in each case being vertically arranged and being connected tothe equalizing lever, making it possible tosliorten the latter.

It is my intention to cover all modifications of the invention fallingWithin the spirit and scope of the "following claims.

I claim:

1. ln brake mechanism, brake beams located on opposite sides of abolster, brake leversI operatively connected to said brake beams, and adirect connection over the bolster between said brake lever, said leversmeenam being inclined to avoid interference with a portionvof saidbolster.

2. In brake mechanism, brake beams located on opposite sides of abolster, brake levers operatively connected to said brake beams, aconnection between said brake levers, said levers being inclined toavoid interference With a portion of said bolster, an equarlizing lever,and a vertically arranged brake lever operatively connected to one ofthe inclined levers and to said equalizing lever whereby the latter maybe relatively short.

30 Signed at Chicago, Illinois, this 20th day 0f May, 1919.

ARMAND H. PEYCKE.

